Control apparatus



April 23, 1946. A. G. LARSON 2,398,903

CONTROL APPARATUS Original Filed Aug. 31; 1945 4 Sheets-Sheet l 00 1D gl L so I 95 I-TAHEAD RUN INVENTOR.

% 5 Arthur .Za z'szm 2 BY dz April 23, 1946. A. G. LARSON CONTROL APPARATUS Original Filed Aug. 51, 1945 4 Sheets- Sheet 2 E i P m6 m P g Qw g k E r l 5 g N3 3w a T5 m i M 3m mvw @mw g 5 0% a April 23, 1946. I G, LARSON CONTROL APPARATUS 4 Sheets-She et 3 Original Filed Au 31, 1943 fig. Q

. I INVENTOR. Arthur G [arson [01M ATTORNEY April 23, 1946.

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F I LL A. G. LARSON CONTROL APPARATUS Original Filed Aug. 31, 1943 4 Shets-Sheet 4 184 I19. 9 DUMP 125 176 'gi W x a 00-- 144 O 150-; H 7143 1675156 222120 m i 157 99 7 18 '7 14 F E CLUTCH 104 72 037110120100 J 9' 212 INVENTOR.

212 Arthur Gleason a Y at ATJZWNEY Patented Apr. 23, 1946 CONTROL APPARATUS Arthur G. Larson, Forest Hills, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Original application August 31, 1943, Serial No.

500,630. Divided and this application July 12,

1944, Serial No. 544,584

14 Claims.

This invention relates to control apparatus and more particularly to a propulsion system embodying a plurality of prime movers; the present application being a division of my copending application Serial No. 500,630, filed August 31, 1943.

On certain ships the propulsion system embodies a plurality of reversible engines of the Diesel type which are arranged to be connected through individual couplings and a pressure lubricated reduction gear to drive a propeller. Braking means are provided for braking the engines and propeller under certain conditions. The reduction gear is provided with what is called a turning gear which is operative manually for turning the gears in the reduction gear for the purpose of inspection.

One object of the invention is the provision of a control system which provides for selective control of the starting, stopping, reversing and speed of the engines, either individually or in multiple, and which also provides for controlling the couplings and braking means for the engines from a selected control station, such as the pilot house of a ship.

Another object of the invention is the provision of such a control system further embodying means which is operable in case of improper operation or failure of any individual engine to provide for disconnecting that engine from the reduction gear and to also provide for independent manual control of the disconnected engine without interfering in any way with operation of the other engine as controlled by the ships pilot.

Another object of the invention is the provision of such a system embodying means for automatically causing the speed of any engine to reduce to idling upon rendering the respective coupling means ineffective, and which provides for acceleration of the engine only with the coupling means efiective.

Another object of the invention is the provision of such a system embodying means to operate automatically in case the pressure of lubricant for the reduction gear reduces to a chosen low degree to render the coupling means ineffective so as to thereby disconnect the engines from the reduction ear and to at the same time brake said gear to stop same and to also reduce the speed of the engines to idling.

Another object of the invention is the provision of such a system embodying means which is oper able upon manual operation of the turning gear, to disconnect the engines from the reduction gear and to reduce the speed of the engines to idling.

Other objects and advantages will be apparent from the following more detailed description of the invention:

In the accompanying drawings, Figs. 1--1A, when taken together in end-to-end relation with Fig. l at the left-hand side of Fig. 1A, is a diagrammatic view, partly in section and partly in outline of a propulsion controlsystem embodying the invention; Figs. 2 to 8 are sectional views taken in Figs. 1-1A on lines 2-.2 to 88 inclusive and respectively; Figs. 9 and 10 are diagrammatic sectional views of an engine selector valve device shown in sectionin Fig. 1A but with the valve of the device shown in two different positions than shown in Fig. 1A; Fig. 11 is a sectional view taken on a line ll-ll in Fig. 8 of a turning gear interlock valve device shown in plan in Fig. 8 and in side elevation in Fig. 1; Fig. 12 is a view similar to Fig. 11 but showing a valve in a different position; Fig. 13 is a diagrammatic sectional view of an engine room control valve device shown in section in Fig. 1, but with a valve in a different position; Fig. 14 is a partial plan view of an operators or pilots control stand shown in vertical cross-section in Fig, 1A; Fig. 15 is a diagrammatic sectional view of a coupling or clutch control valve device shown insection in Fig. 1A but with a valve in a different position; Fig. 16 is a longitudinal sectional view of an interlock valve device shown in side elevation in Fig. 1; and Fig. 17 is a sectional view of a cut-out cock shown in Fig. 1A in section but with the valve in adifierentposition.

Description Referring to Fig. 1, the reference numerals I.

and 2 indicate two reversible prime movers or engines of the Diesel type Which'are connected by shafts 5 and B and clutches, in the form of fluid couplings 3 and 4,to drive gears 1 and 8, respectively, and a meshing intermediate gear 9 (Fig. 8). in a reduction gear apparatus I0. 'The gear 9 is arranged to turn a drive shaft II to which may be connected a ships propeller." By this arrangement the ships propeller may be driven in either direction by both engines I and 2 when both couplings 3and 4 are effective, or by either engine individually upon rendering the respective coupling eifective and the other. coupling ineffective, as-will be apparent. I

The fluid couplings 3 and 4 are arranged to be eifective to transmit power when filled with liquid and ineffective when the liquid is drained there from. The filling of each coupling and the draining or dumping of liquid therefrom may be connected by a rod I4 to a piston I5 contained in a' cylinder I6 secured to the coupling housing. The piston 15 has at one side a pressure chamber I! connected to a dump pipe [3 and at the opposite side a pressure chamber l9 connected to a fill pipe 20. With chamber l! filled with fluid under pressure supplied through pipe [8 and chamber l9 vented by way of pipe 20, the piston 15 and lever 12 will assume their dump position shown in the drawings, whilewith the pressure condition of these chambers reversed, the piston [5 will move lever l2 to the fill position indicated by dot and dash line l3. The means for controlling the supply of fluid under pressure to,

and its release from pipes I8 and will be hereinafter described. 1

.The reference numerals indicate two independent brakes of any desired structure. These brakes are mounted on one side of the housing of reduction gear apparatus Ill and are arranged to be simultaneously operated by fluid under pressuresupplied through a common pipe 28 to brake the power shaft II and propeller of the shipand also to brakeeither or both engines I and'2 according to whether the couplings 3 or 4, respectively, are effective or ineffective. The brakes 25 will be rendered ineffective upon release of fluid under pressure from pipe 28.

A relay valve device 21, arranged for control by pressure of fluid in a pipe 28, is provided for controlling the supply and release of fluid under pressure to and from the brake control pipe 25. The relay valve device 21 may be of any conventional structure which will operate upon supply of fluid under pressure to pipe 28 to open communication between a fluid pressure supply pipe 29 and the brake control pipe 26 to supply fluid under pressure to the latter, and whichwill also operate upon release of fluid under pressure from pipe 28 to close said communication and to open pipe '26 to atmosphere for releasing fluid under pressure from pipe 23 and thereby from both brakes 25. The means forcontrolling the supply. and release of fluid under pressure to and from-pipe 28 will be hereinafter described.

Associated with the reduction gear I0 is a manual turning device (Figs. 1 and 8) which for the purpose of illustration may comprise a gear 30for meshing with gear 9. The gear 39 is carried by a shaft 3| which is supported in a lever 32. One end of lever 32 is fulcrumed on a pin 33 carried by a fixed bracket 34. Manual movement of the other end of the lever in a direction away from the reduction gear Ill will pull gear 30 out of mesh with gear 9, while movement in the opposite direction will move the gear '38 into mesh with gear 9. A hand operated crank 35 is connected to shaft 3! for turning gear 33 and thereby the gears 9, 1 and 8 when gears 9 and 30arein mesh. A removable latch pin 35 is arrangedto extend through the lever 32 into a fixed bracket 31 to support the lever in a normal position in which the gears 9 and 30 are out of mesh, as shown in Fig. 8 of the drawings.

An interlock valve device 38 is mounted on a bracket 39 projecting from the housing of the reduction gear ID. This valve device comprises a housing containing a rotary valve 43 (Figs. 11

and 12) having two operating positions and arranged to be turned to said positions by a lever 4| which is operatively connected by a link 32 to the turning gear lever 32.

The fluid pressure supply pipe 25 is open to the seat of rotary valve 35 at its axis and said valve is provided with a through port 43 providing a constantly open communication between said pipe and a chamber 44 wherein said pressure acts on the rotary valve to maintain same seated. Also opening to the seat of rotary valve All is a control pipe 45 and a passage it which is open to the atmosphere. The rotary valve 40 hasa. cavity 47 (Fig. 11) for connecting pipe 45 to passage 46 when the turning gear lever 32 is in the position shown in Fig. 8 in which the gear 30 is, out of mesh with gear 9. The rotary valve alsohas a passage 48 connected to port 43 and arranged to register with control pipe 45 when the turning gear lever 32 is in the position mesh-- ing gear 30 with gear 9. It will thus be seen that when lever 32 is operated to mesh gear 35 with gear 9, fluid under pressure will be supplied from pipe 29 to pipe 45, while in the position shown in Fig. 8, in which said gears are out of engagement, pipe 45 will be vented to atmosphere, The purpose of this control will be hereinafter brought out.

Each engine is provided with a conventional so-called maneuvering gear which may comprise a rock shaft 50 arranged to control the starting, running, stopping and reversing of the engine. The shaft 5@ of each engine extends into a housing 5| of a maneuvering gear actuator 49, an outer portion of said housing being in the form of a plate 52 mounted over the end of said shaft; A sprocket wheel 53 and hand operated lever 54 disposed back of the plate 52 are secured to shaft 50 for rocking same in either one direction or in the opposite direction from a neutral position shown. As indicated by legends applied to plate 52, the shaft 5!] and-thereby the sprocket wheel 53 and lever 54 of each engine have a neutral or "Stop position, and at one or an Ahead" side thereof, a Runposition and a Start position, and at the opposite or an Astern side oppositely arranged Run and Start positions, the two Runpositions being arranged between the Stop position and the two Start positions. With shaft 50 in Stop position the engine will be stopped, while rocking of shaft 55 in the direction indicated by the legend Ahead" to the position indicated by legend Start will cause starting of the engine in a direction for propelling a ship forwardly. After the engine is thus started the shaft 50 will be rocked back to the adjacent Run position in which it will remain during running of the engine in this direction. Rocking of shaft 50 in the opposite direction from Stop position to the Astern Start position will cause starting of the engine in the reverse direction, while movement of the shaft back to the adjacent Run position will provide for running of the engine in the reverse direction. Rocking of shaft 59 from either fRun position back to the Stop position will cause stopping of the engine. The specific means in the engines whereby starting, running, stopping and reversing of the engines is obtained is not pertinent to the invention and a description thereof is not therefore essential in the present application.

Secured to and depending from each maneuvering gear housing 5| is a power actuator housing 55 in which is journaled a shaft 56 which carries gear 58. The sprocket wheel 51 is aligned with.

sprocket wheel 53 and operatively connected thereto by means of a chain 59, while, the gear 58 engages with a gear segment 60 which is journaled. in housing 55 on a shaft H. The gear segment '60 in each housing 55 has two oppositely extending arms 62 and 63, the ends of which are operatively connected through roller bearings 64 to the end of two piston rods 65 arranged in parallel spaced relation and associated with an ahead fluid motor 51 and an astern fluid motor 68, respectively.

The two fluid motors 61 and 68 associated with each engine are identical and each comprises a piston 59 to one side of which the respective piston rod 65 is connected and having at the opposite side a pressure chamber to which fluid under pressure is adapted to be supplied for moving the piston in the direction of the gear segment 6!] and from which fluid under pressure is adapted to be released to provide for movement of the piston in the opposite direction. Pressure chamber 1% in the ahead motor 61 is connected to an ahead control pipe 1 I, while the corresponding chamber in the astern motor is connected to an astern control pipe 12.

In each motor the rod 65 is encircled by a relatively heavy precompressed spring 13, one end of which bears against the piston 59. The opposite end of spring 13 is supported on an outturned flange 14 provided at one end of a sleeve 15 extending within the spring and having at its opposite end an inwardly extending flange 15 encircling a reduced portion 11 of the piston rod and arranged to cooperate with a shoulder. 18 on the rod to limit expansion of the spring relative to the piston. Encircling piston rod 65 within sleeve 15 is a precompressed coil spring 1!! bearing at one end against flange 16 on sleeve 15 and supported at the opposite end on a flange 85 having sliding contact with the interior of sleeve 15. Flange 8B is provided on one end of a sleeve 8! which is slidably mounted on piston rod 65 within the spring 19. Within sleeve 8| is a shoulder for engagement with a shoulder 82 on rod 65 to limit expansion of spring 19 relative to the piston while the opposite end of said sleeve is spaced from flange 16 on sleeve 15 with the parts positioned as shown in the drawings.

The precompressed force of spring 13 in each motor is greater than that of spring 19 and the distance between flange 16 on sleeve 15 and the end of sleeve 82, with the parts in the positions shown in Fig. 1, is such as to allow movement of the respective piston by fluid pressure acting in chamber 10 suflicient for turning the maneuvering gear shaft from Stop position to one of the Run positions, this movement being transmitted from piston 69 through spring 13 and sleeve 15 to compress the lighter spring 19. After flange 16 on sleeve 15 engages the end of sleeve 8|, further movement of piston 69 will be relative to sleeve 15 and against the opposing force of spring 13.

Projecting into pressure chamber 19 of each motor is a spring cage 84, one end of which is slidably mounted in a cavity 85 provided in piston .69." This end of the cage is provided with an annular shoulder 86 arranged to limit outward movement of the cage. The cage contains a precompressed spring 81, one end of which is supported by the piston at the bottom of cavity 85 while the opposite end engages the outer end of the spring cage 84. The spring cage 84 associated witheach piston 69 projects from the piston, with shoulder in contacttherewith, a distance such as to engage the end of the casing or the closed end of pressure chamber Til at the time the maneuvering gear shaft 50 is in a Runposition or at the time the other piston 5% has moved sleeve 15 into engagement with the end of sleeve 8 Further movement of either piston 69 by fluid under pressure in chamber 10 will then be opposed by the respective spring 13 plus the additional force of spring 81 carried by the other piston.

In operation, when fluid at a certain pressure, such as 20 lbs. per square inch, is provided in a manner to be later described, through both pipes 11. and 12 in pressure chambers 16 in the ahead and astern motors 61 and 68 associated with each engine, such pressures acting on pistons 59 will move said pistons to the position shown in Fig. 1, but not past these positions since this degree of pressure is inadequate to overcome the opposing force of springs 13. With the two pistons thus positioned the gear segment 6!] and sprocket wheels 51 and 53 will also assume the positions shown in the drawings to position the maneuverin gear shaft 50 in Stop position.

If now it is desired to start engine I in an Ahead direction, the pressure of fluid in chamber 10 of the ahead motor 51 is increased to a chosen degree such as lbs. while that in chamber 1E of the astern motor 68 is reduced to that of the atmosphere. This pressure of fluid acting on piston 69 in the ahead motor 61 then moves said piston initially against the respectivespring 19 until flange 16 on sleeve 15 engages sleeve 82 and then against the combined forces on the respective spring 13 and of spring 84 acting on piston 68 in the astern motor 68, to a position which may be defined by engagement between the end of spring cage 81 in the astern motor with the bottom of cavity 85 in the respective piston 69. In this position of piston 69 in the ahead motor 61 the maneuvering gear shaft 50 will have been moved by gear segment 60 and the sprocket Wheels and chain to its Ahead Start position for starting the engine in the selected direction to provide for ahead movement of the ship.

After the engine is thus started, the pressure of fluid in chamber 10 of the ahead motor 61 is reduced to a chosen lower degree such as 55 lbs while said chamber in the astern motor 63 remains at atmospheric pressure. Upon this reduction in pressure in chamber to of the ahead motor, the combined force of spring 13 in said motor and of spring 81 in the astern motor 68 will move piston 69 in the ahead motor back to a position in which said springs become ineffective, and this movement will operate the gear segment 60 to turn the maneuvering gear shaft 59 from its Ahead Start" position back to its Ahead Run position. The pressure of fluid now effective in chamber 10 of the ahead motor 61 exceeds however the opposing force of spring 19 by itself so that the parts of the two motors and thereby the maneuvering gear shaft 50 will remain in the Run position just described as long as chamber 10 in the astern motor 61 remains at atmospheric pressure. It should be noted that the maneuvering gear shaft 50 will not even move from this Run position in case of loss of fluid pressure in chamber 10 of the ahead motor 61 since under such a condition the piston rod 65 of said motor will be merely moved out of contact with arm 62 of the gear segment 60 by the respective spring 19.

In order to stop the engine the pressure of 'astern motor 68.

fiuid in chamber of the ahead motor will be reduced to the chosen degree of 20 lbs. before mentioned which will permit movement of the respective piston 69 back to the position shown in the drawings under the action of spring 19, and fluid at the same degree of pressure will be provided in chamber 10 of the astern motor 68 for thereby moving piston 69 therein to the position shown in the drawings. This movement of the astern piston 69 will rock the gear segment 60 and thereby turn the maneuvering gear shaft 50 from its Ahead Run position back to the Stop position in which the engine will be stopped. i 7

If the operator now desires to start the engine in the astern direction, he opens chamber 10 in the ahead motor 61 to atmosphere and supplies fluid at the chosen maximum pressure, such as 100 lbs. per square inch, to said chamber in the The astern motor will then operate in a manner which will be apparent from the above description .to turn the maneuvering gear shaft 50 to the Astern Start position for causing starting of the engine in the reverse direction. After the engine is thus started, the pressure of fluid in chamber ill of the astern motor 68 will be reduced to the lower degree of 55 lbs., while .ohamber 78 in the ahead motor 61 is maintained open to the atmosphere, and the pressure of spring 8': in the ahead motor 61 and of spring 13 in the astern motor will then turn the maneuvering gear shaft 50 back to the Astern Run position, also in the same manner as above described. The maneuvering gear shaft 50 will then remain in this Run position as long as chamber 19 in the ahead motor 61 is maintained open to the atmosphere, and even in case of loss of fluid under pressure from said chamber in the astern motor 68, as will be also apparent from the above description. In order to stop the engine I, the pressure of fluid in chamber ll! of the astern motor 68 will be reduced to 29 lbs, while that in said chamber in the ahead motor 68 will be increased to the same pressure, and such pressure acting on piston 69 in the ahead motor will then actuate same to the position shown in the drawings for thereby moving the maneuvering gear shaft 50 to Stop position for stopping the engine.

In case there is no fluid pressure in either of the chambers iii of the ahead and astern motors 61 and 68, the maneuvering gear shaft 50 may be manually turned to its different positions by operation of lever 55. It will however be noted that movement of this lever to the Ahead Star position will be opposed by spring 81 in the astern motor 58 whereby after the engine is started, the operator may release lever 54 and said spring will turn said lever and thereby the maneuvering gear shaft 58 to its Ahead. Run position. In a like manner spring 81 in the ahead motor 61 will oppose movement of the lever 54 to the Astern Start position and upon removal of manual force on said lever will automatically return same and the maneuvering gear shaft 56 to the Astern Run? position.

The control system further comprises for each engine an engineers cut-out valve device 90 which is secured to the respective power actuator housing 55. Both cut-.out valve devices 90 are identical in construction, each comprising a casing having a chamber 9| containing a' rotary valve 92 having two operating positions; a pilots control position shown in Fig. 1 and another position shown in Fig. 13. A hand operated 1ever'93 aseaooz;

is connected to rotary valve 92 for turning same to its different positions. In Fig. 1, the two outout valve devices are shown reversely arranged formounting on the Ahead sides of the two power actuators 49 which are also reversely arranged with the two Ahead sides adjacent each other. This however is immaterial to the invention.

At each engine the pipes H and 12 connected to the respective ahead and astern motors 6! and 68 are connected to the seat of the respective rotary valve 92, as well as pipes l8 and 20 from the respective coupling cylinder I6. With rotary valve 92 of the cut-out valve device 90 associated with engine I in the pilots control position shown in Fig. 1 the pipes H and l2, l8 and 20 are connected respectively, by cavities 94, 95, 9S and 91 in said rotary valve to pipes 98, 99, Hit] and lill which lead to operators control devices (to be later described) located remotely, as in a pilot house of a ship, whereby the pilot may control operation of coupling 3 and of the maneuvering gear shaft 59 associated with the engine I. The maneuvering gear control pipes H and i2 associated with engine 2 and the clutch control pipes l8 and 20 of coupling 4 are connected through corresponding cavities in the cut-out valve device 90 associated with engine 2, when in the pilots control position shown in Fig. l, to pipes 88a, 99a, a and Hlla, corresponding respectively to pipes 98 through H1! above described, which also lead to the remotely located pilots control devices.

In the other position of the rotary valve 22 of each of the cut-out valve devices so which position is shown in Fig. 13, the respective maneuvering gear control pipes H and i2 and the clutch control pipe 20 are opened to the atmosphere by way of a cavity IE2 in the rotary valve 92 and thence through a pipe H33, while pipe iii is'connected by a cavity in the rotary valve to the rotary valve chamber 9| which is constantly supplied with fluid under pressure from a supply pipe I04.

Thus when the engineer turns the cut-out valve device 90 to the position shown in Fig. 13, the pilots control connections to the respective actuator 49 and coupling 3 or 4 are broken and chambers 70 in both the ahead and astern motors 6'! and 68 of said actuators are opened to the atmosphere thereby relieving the actuatin pistons 69 of fluid pressure whereby the engineer by operation of lever 54 may position the maneuvering gear shaft 50, as desired. Also in the position of the rotary valves 92 shown in Fig. 13 fluid pressure supplied to rotary valve chamber 9| is supplied to the respective dump pipe 8 for thereby rendering the clutch 3 or A ineflecti The cut-out valve devices 90 are provided so that in case of trouble in either engine, such for instance as breakage of an oil line, the engineer may remove the control of the engine from the pilot in order to correct or repair the trouble, after which he may return the rotary valve of the cut-out valve to the position shown in Fig. l for thereby returning the control of the engine to the pilot.

Reference numeral H0 applied to each engine indicates a speed governor control shaft which is rockable to vary the amount of fuel supplied to the engine and thereby the speed or power output thereof. A lever HI is connected at one end to shaft I H] for rocking same, said lever being shown in the drawings in the position for providing operation of the engine at an idling two engines.

speed, and being rockable from this position to increase the speed or power output of the engine, a maximum speed or output being attained in a position such as indicated by a dash and dot line II2.

Associated with engine I is a speed regulating device II 3 connected to lever III and arranged to operate in response to variations in pressure of fluid in a control pipe II 4 to vary the position of the governor control shaft H8 in proportion to the pressure of such fluid. With the pipe II4 open to the atmosphere, in a manner to be later described, the lever I It will assume the position shown in thedrawings to provide for operation of the engine at idling speed. The speed regulating device I I3 is also connected to a Vernier control pipe I I5 and embodies means responsive to variations in pressure of fluid in said pipe to modify an adjustment of lever Iii utiffctive by pressure of fluid provided in pipe A speed regulating device H6 is associated with engine 2 for adjusting the position of the tion of the Vernier control means associated with the device I53 being to effect minor adjustments in speed or power output of engine I with respect to that of engine 2 for synchronizing the The pipes H4 and H8 also lead to a remote control station such as the pilot house of the'ship.

In Fig. 1A the reference numeral I28 indicates a control stand located. at an operators control station as in the pilot house of a ship. This stand comprises an'ahead maneuvering control device I2I, an astern maneuvering control device I22, and an adjustable selector valve device I23, said maneuvering control devices being provided for controlling operation of the ahead and astern motors 67 and 68 of either or both engines as determined by the adjustment of the selector valve device I23. The control stand further comprises a speed regulating device I24, a vernier speed regulating device I25, a clutch control valve device I26 for governing the coupling 3 of engine I, and a clutch control device I2I for controlling the coupling 4. The control stand further comprises a manifold I28 upon which are mounted four separate and independent pressllle regulating valve devices I29, I36, I3I and A pipe I33 connected to the manifold I28 is constantly supplied in use with fluid at any desired pressure in excess of'the adjustment of any of the regulating devices just described, such for example as 190 lbs. A cut-out cock I34 in the manifold I 28 controls communication between the fluid pressure supply pipe I33 and two passages I35 and I36 in the manifold. In the 4 open position of cock I34, shown in Fig. 1A, a passage I 31 in the cock opens this communication, while in a closed'position of the cock shown in Fig. 1'? this communication is closed and the passages I35 and I36 are both open to the atmosphere through a passage I38 in the cock and a passage I391; in the manifold.

Passage I35 leads to the pressure regulating device I29 which is adjusted to reduce the pressure of fluid supplied from pipe I33 to a chosen lower degree, such as 100 lbs., and to supply fluid ing" control valve device I2I.

at such reduced pressure to the fluid pressure supply pipe 29 leading to the brake relay valve device 21, to the turning gear interlock valve device 36 and to a turning gear lubricant interlock valve device I46 which will be later described.

Passage I36 supplied with fluid under pressure through the cut-out cock I34 is connected through other cut-cut cocks I4I, I42 and I43 to the regulating valve devices I30, I3I and I32 respectively. The cocks I4I, I42 and I43 may be identical to the cut-cut cock I34, eachhavingan open position as illustrated in Fig. 1A, for supplying fluid under pressure from passage I36 to a passage I360. I

leading to the respective regulating valve device, and a closed position for closing such communication and for opening'passage I 36a to an atmospheric vent passage I39a.

The regulating valve device I30 is adjusted to reduce the pressure of fluid supplied through passage I38 to a degree such as 20 lbs. and to supply fluid at this reduced pressure to a pipe I44 leading to the selector valve device I23, while the regulating valve device I31 and I32 are so adjusted as to supply fluid from passage I36 to pipes I45 and H1 4, respectively, at pressures such as 100 lbs. The pipe I45 leads to the two maneuvering control devices I2 I and I22, to the two speed control devices I24 and I25 and also to the selector valve device I23, while pipe I04leads to the two clutch control devices.I26rarid 1:21 as well as to the two engine cut-out valveldevices 9Il; as before mentioned.

The ahead maneuvering control device I2I is provided for supplying fluid at regulated pressure from pipe I45 to an ahead control pipe I48 and to release fluid underpress'ure from" the latter pipe, and to this end may" comprise a self-lapping valve structure of any suitable type havinga plunger I49 which is displaceable into the structure to increase the pressure of fluid in pipe I48 and out of the structure to reduce such pressure to a degree dependent upon the extent of such displacement from a normal position in which pipe I48 will be open to atmosphere. A structure of this type is fully disclosed in the copending applicationof Roy R. Stevens and myself, Serial No. 494,612, filed July 14, 1943, and assigned to the assignee of the present application, in view of which a further description thereof is not deemed essential in the present application.

The astern maneuvering control device I22 is provided for supplying fluid at regulated pressure from pipe I45 to an astern control pipe I50 and for releasing fluid under pressure from the latter pipe, and may be identical in construction to the ahead control device I2 I.

A shaft I52 disposed above plungers I49'of the two maneuvering control valve devices I2I and I22 is suitably journaled at its opposite ends in the control stand. Two like but reversely arranged cams I53 and I54 are secured to turn with the shaft I52 over the plungers I49 of the two maneuvering control valve devices I2I and I22, respectively. An arm I58 pivoted at one end on a pin I59 (Fig. 3) carried by a bracket of the control stand has an opposite ball-like end interposed between the peripheral surface of cam I54 and the respective plunger I49, while a similar arm I68 pivoted on a pin I6I (Fig. 6) carried by a bracket inthe control stand has its ball-like end interposed between the peripheral surface of cam I53 and plunger I49 of the ahead maneuver- Between the two cams I53 and I54-an operating lever I is secured to the shaft I52 for turning same, said lever extending through a slot I56 in a cover I51 forming a part of the control stand.

The lever I55 has a vertical or stop position midway between the ends of the slot I56 and, as shown and indicated by legends in Fig. 5, is rockable from this Stop position in one or an Astern direction to first a Run position and then a Start position and in the opposite or an Ahead direction to oppositely arranged "Run and Start positions.

Below the shaft I52 the lever I55 is provided with a depending arm I62 and aligned with opposite sides of said arm are two plungers I63 and I64 urged in the direction of the arm by springs I65 and I66, respectively. The plunger I63 is arranged for engagement by arm I62 when the lever I55 is in the Astern Run position and to oppose manual movement of said lever to the Astern Start position and to operate under the action of spring I65 to automatically return said lever from the Astern Start position to the Astern Run position upon removal of manual force on the lever I55. In a similar manner plunger I64 and spring I66 are provided for opposing manual movement of lever I55 from the Ahead Run position to the "Ahead "Start position and to automatically move said lever in the reverse direction to the Ahead Run position from the Ahead "Start" position upon removal of manual force from said lever.

The cover I51 is provided with two slot I61 and I68'opening to one side ofslot I56 in the two Run positions of lever I55 (Fig. 14) for receiving a spring pressed detent or latch I69 carried in the lever for thereby locking said lever in either one or the other of the two Run positions. This latch is movable out of slot I61. or slot I68 by manual inward movement of an oper' ating pin I16 projecting from the outer .end of the lever. Outward movement of the latch I69 into lot I61 or slot I68 is automatic as by means of a spring not shown in the drawings.

With the operating lever I55 in Stop position, the two cams I53 and I54 are so arranged as to effect like degrees of displacement of the respective plungers I 46 to thereby supply fluid at certain chosen and equaldegrees of pressure, such as 20 lbs., to both the ahead and astern control pipes I48 and I56. The two cams I53 and I54 are so designed that upon movement of t e lever I55 to the Ahead Start position the cam I53 will efiect operation of the maneuvering control device I2I to supply fluid to pipe I46 at a certain maximum pressure, such for example as 100 lbs. or that provided by the pressure re ulating valve device I3I, while the cam I54 effects operation of the astern maneuvering control valve device I22 to open pipe I56 to the atmosphere. Movement of lever to the Ahead Run position will cause operation of the maneuvering control valve device I2I to provide fluid at a certain lesser pressure, such as 55 lbs., in the ahead control pipe I48 while at the same time the cam I54 will cause operation of the maneuvering control valve device I22 to maintain the astern control pipe I56 open to the atmosphere. Similarly, the two cams I53 and W l p ate upon movement of lever I55 to the Astern Start position to provide fluid at 100 lbs. pres- 'sure in the astern control pipe I 56 while openin the ahead control pipe I68 to the atmosphere, while movement of said lever to the r Run position will provide fluid in pipe I 0 at a lesser degree of pressure such as 55 lbs. while maintaining pipe I48 open to the atmosphere.

The selector valve device I23 comprises a casing having a chamber I15 containing a rotary valve I16 having three difierent operating positions shown in the drawings in Figs. 1A, 9 and 10. The rotary valve I16 is connected to a hand operated lever I11 which is provided for turning said valve to its different positions. The rotary valve chamber I15 is constantly supplied with fluid under pressure from the supply pi e I45 which acts on said valve to maintain same in contact with its seat. Connected to the seat of the retary valve I16 are pipes 96 and 66 which are normally open through cut-out valve device 66 associated with engine I to the ahead and astern motors 61 and 63 associated with said engine I, and pipes 68a and 69a which are normally open through the cut-out valve device 66 associated with engine 2 to the motors 61 and 68 associated with engine 2. Also connected to the seat of the rotary valve I16 is the fluid pressure supply pipe I44 from the pressure regulating valve device I36 and the ahead and astern control pipes I68 and I56 from the ahead and astern maneuverin control valve devices I2I and I22.

With the rotary valve I16 of the selector valve device in the position shown in Fig. 1A, a cavity I19 therein connects the fluid pressure supply pipe I46 to pipes 66a and 69a which are normally open to the ahead and astern control motors 61 and 58 associated with engine 2 whereby fluid at the pressure supplied by the pressure regulating valve device I36 will be effective in chambers 16 of both of said motors. Since this pressure is 20 lbs. as above described, the pistons 69 in motors 61 and 68 associated with engine 2 will both move to the position in which said pistons are shown in the motors associated with engine I to thereby maintain the maneuvering gear shaft 56 of engine 2 in its neutral or Stop position.

Also in this position of the selector valve rotary valve I16 shown in Fig. l, the ahead and astern control pipes 98 and 96 connected to the ahead and astern motors 61 and 68 associated with engine I are connected by cavities I66 and I8I in'said valve to pipes I46 and I56 leading to the ahead and astern maneuvering control valve devices I2I and I22, respectively. It will thus be seen that with the maneuvering control lever I55 in Stop position fluid at 20 lbs. pressure will be provided in chambers 16 of the ahead and astern control motors 61 and 66 associated with engine I for holding the maneuvering shaft 56 'of said engine in Stop position. Movement of lever I 55 to the Ahead "Start position will then provide fluid at 100 lbs. pressure in chamber 16 of the ahead motor 61 associated with engine I while opening chamber 16 in the astern motor 66 to atmosphere to thereby cause starting of the engine I in an ahead direction. Return of lever I55 from the Ahead Start position to the Ahead Run position will reduce the pressure of fluid in chamber 16 of the ahead motor 61 associated with engine I to 55 lbs. while maintaining chamber 16 in the astern motor 56 open to the atmosphere whereby the maneuvering control shaft 56 in said engine will be moved to the Ahead Run position after the engine has been started. On the other hand movement of lever I55 to the Astern Start position and then to the Astern Run position will open chamber 16 of the ahead motor 61 associated with engine I to the atmosphere while providing fluid in chamber 16 of the astern motor 68 first at 100 lbs. pressure and then at 55 lbs. pressure to provide respectively for starting of engine I in the astern direction and for then moving the maneuvering control shaft 59 of said engine back to the Astern Run position.

It will thus be seen that with the selector valve device I23 in the position shown in Fig. 1A, the engine I may be started and run in either one direction or in the opposite direction in response to operation of the control lever I55, while the engine 2 may remain stopped- In the position of the selector valve rotary valve I18 shown in Fig. 9, the ahead and astern control pipes 98 and 99 for engine I are both connected by a cavity I82 in the rotary valve to the fluid pressure supply pipe I98, whereby fluid at 20 lbs. pressure is provided in chambers I9 of the ahead and astern motors 9'5 and 99, respectively, of engine I to thereby maintain engineI stopped, while the ahead and astern control pipes 98a and 99a from engine 2 are connected respectively to pipes I58 and I59 leading to the ahead and astern maneuvering control valve devices I2I and'I22, whereby upon operation of lever I55 the engine 2 can be started and then run in either the head or astern directions or stopped in amanner which will be apparent from the above description of the control of engine I. I

With the rotary valve I19 positioned as shown in Fig. 10, the aheadcontrol pipes 98 and 98a from both engines I and 2 are connected by a cavity I 95 in said valve to pipe I48 leading to the ahead maneuvering control device I2I, while the astern control pipes 99 and 99a from both engines are connected by a cavity I95 to pipe I59 leading to the astern maneuvering control valve device I22. Thus with the rotary valve I19 in this position both of the engines I and 2 are rendered responsive to operation of lever i535 and may therefore be caused to start and run in unison in either direction or be stopped together, as will also be apparent from the above description.

It will now be seen that the two maneuvering control valve devices I2i and I22 as controlled by lever'I55 provides for starting, running, reversing and stopping of either engine I or 2 individually or of both of said engines in unison, as determined by the position of rotary valve I79 in the selector valve device I23, and it will also be noted that with said rotary valve in the position in which it is shown in Fig. 1A, providing for operation only of engine I, engine 2 will remain stopped, while in the position shown in Fig. 9, providing for operation of only engine 2, the engine I will remain stopped.

The control stand I29 also embodies abrake control valve device I91 comprising, as shown in Fig. 4, two axially aligned poppet valves I88 and I99 which are contained in chambers I99 and I9I, respectively. Chamber I99 is open to a pipe I and thus constantly supplied with fluid under pressure from the regulating valve device I3I, while chamber I9I is connected to a pipe I92 which leads to one end of a double check valve device I93 the side outlet of which is connected to pipe 29 leading to the brake control relay valve device 27. The opposite end of the double check valve device is connected to a pipe I94 leading to the lubricant interlock valve device I49.

The double check valve device I93 contains a double check valve I95 arranged to be operated by fluid pressure supplied through pipe I92 to close communication between pipes I94 and 28 and to open the latter to pipe I92, and to also be operated in case of supply of fluid to pipe I94 to-open pipe I94 to pipe 28 and close communication between pipes 28 and I92, under conditions which will b later described.

The valve, I88 in the brake control valve device I81 has a fluted stem. extending through a. bore connecting chambers I99 and I 9I and engaging the valve I99: in the latter chamber, the valve I88 being provided for controlling, flow of fluid from chamber I99 to chamber I9I. A spring I96 in chamber I99 acts on the valve I88 urging it to a closed position.

The valve I89 has a fluted stem I97. on which is slidably mounted a plunger I98 arranged to seat against valve I 89 to close communication between chamber I9I and a chamber I99 in the plunger which is. open to the atmosphere through one or more ports 299. An operating member 29I is secured in the end of plunger I98 opposite valve I89 and interposed between this member within chamber I99 and the stem. I9! of valve I89 is a spring 292 for urging the valve I89 out of seating engagement with the plunger.

The operating member 29I engages the peripheral surface of a cam 293 provided onthe maneuvering valve control shaft I52 between cam I54 and lever I55. The cam 293 has two recesses 294 and 295, the recess 294 being so disposed as to receive the operating member 29I to allow movement of plunger I98 out of seating engagement with valve I89 when the maneuvering control lever I55 is in the Ahead Run position. The recess 295 is disposed to receive plunger 29I in the Astern Run position for allowing movement of plunger I98 out of seating engagement with the release valve I89. In all positions of the control lever I 55 except the two Run positions the plunger MI is adapted to be displaced by cam 293 into contact with valve I89 and to actuate said valve to open the valve I89. Thus, in all positions of the maneuvering control lever I55 except the two Run positions, in which either or both of the two engines may operate to propel the ship, fluid under pressure will flow past the valve I89 to chamber I9I and thence through pipe I92 and the double check valve device I93 to the brake relay valve device 2?, for effecting operation thereof and thereby of the brakes 25 to brake the reduction gear I9. In either Run position, however, in which the valve I88 is closed and the valve I89 is open, fluid pressure will be released from the brake relay valve device 2'! by way of pipes 29 and I92 whereby the brakes 25 on the reduction gear will be released in order to allow shaft II and the propeller connected thereto to be driven by either or both of the engines I and 2.

The two clutch control valve devices I28 and I2! may be of identical structure each comprising a. rotary valve 2 I 9 contained in a chamber 2i I and operatively connected for movement by a lever 2 I2 which extends through a slot in the control stand cover I5l. Chamber 2II is constantly supplied from pipe I99 with fluid under pressure supplied by the regulating valve device I32.

Each of the rotary valves 2I9 has two positions, one position as shown in Fig. 1A, while the other position of the rotary valve of the control device I25 is shown in Fig. 15. The other position of the rotary valve of the clutch control valve device I2? is the same as that shown in Fig. 15, but reversed. The position of the rotary valves 2I9 and levers 2IZ shown in Fig. 1A will be called dump position while the position shown in Fig. 15 will be called iill position.

In dump position oflever 2I2 and rotary valve vice.

which is normally open through the cut-off: valve device d of engine I to pipe 20 leading to the clutch cylinder I5 of coupling 3 is vented to the atmosphere through a cavity 2I3 in said rotary valve-and an atmospheric port 2H5, while pipe IIIII also normally open through said cut-off valve device and pipe III to said cylinder is supplied with fluid under pressure from'the rotary valve chamber 2H through a port 2I5 in the rotary valve, whereby piston I5 in the clutch cylinder associated with the coupling 3 will be moved to the dump position shown in the drawings for rendering said coupling inefiective to transmit power. When the rotary valve I20 is turned by lever 2I2 to the fill position shown in Fig. 15, pipe I is opened to the atmospheric port 2 I4 through a cavity 2H5 in the rotary valve, While pipe IQI is supplied with fluid under pressure from the rotary valve chamber 2 through a port 2II in the rotary valve to thereby actuate piston I5 in the cylinder device It to render the coupling 3 effective to transmit power. In a like manner and through cavities and ports bearing the same reference numerals the clutch control valve device I21 when in the dump position shown in Fig. 1A opens pipe IGIa. and thereby the normally connected pipe 20 of the clutch cylinder I6 associated with the coupling 4 to atmosphere and supplies fluid under pressure to. pipe IIlIla and thereby pipe I8 for rendering said coupling inefiective, while in the fill position of the clutch control valve device I2'I fluid under pressure is supplied to pipe I 8 Id and released from pipe IilDa to cause operation of piston I5 in the cylinder I6 associated with said coupling. to render said coupling effective.

The speed regulating valve device I24 may comprise a self-lapping valve structure identical to that employed in the maneuvering control valve devices I2I and I22 and therefore embodying a displaceable control plunger I49. Movement of plunger I49 into the device will supply fluid to a speed control pipe 2I8, while movement out of the device will release fluid under pressure from said pipe to thereby vary the pressure of fluid in the pipe in proportion to the extent of movement out of a normal position in which it is shown in Figs. 1A and 2. In the normal position of plunger I49 of the speed control device I24 pipe ZIS will be open to atmosphere.

Displacement of plunger m9 of the speed regulating device I24 is arranged to be controlled by a cam 2I9 provided on one end of a lever 220 which is journaled on a shaft 22I carried by a suitable bearing in the control stand. The lever 226 extends through a slot 222 in the cover I51 of the control stand for operation by the operator. An arm 223 pivotally supported at one end on a pin 225 carried by a suitable bracket in the control stand'has at its opposite end a ball-like end interposed between and bearing at opposite sides against the peripheral surface of cam 2I9 and against plunger I49 of the speed regulating de- The cam 2I9 is so formed that with lever 228 in the position shown in Figs. 1A and 2 the plunger M9 will be displaced to its normal position for opening pipe 2I8 to atmosphere. Movement of lever 22E! in a counterclockwise direction as viewed in Fig. 2 will displace the plunger I49 of the speed regulating device into said device for thereby supplying fluid to pipe 2 I8 at a pres sure proportional to the degree of movement of said lever away from normal position. Maximum pressure of fluid will be obtained in pipe 2I8-when lever 220 is at the end of slot 222 opposite that shown in Fig. 2. Return of lever 220 toward its normal position will reduce the pressure of fluid in pipe 2I8 to a degree proportional to the distance the handle is away from the position shown in Fig. 2, which may be called the engine idling position. It will thus be seen that in the idling position of lever 220 pipe 2I8 will be open to atmosphere while in any position out of idling position fluid will be provided in said pipe at a pressure proportional to the distance out of idling position.

The speed control pipe ZI B leads to the seat of rotary valve ZIII in both clutch control valve devices I26 and I27. With the clutch control valve devices I26 and I2! in dump position shown in Fig. 1A the rotary valves 2I0 therein lap the speed control pipe 2I8 and open pipes lid and II8 from the speed regulating devices I I3 and I It to atmosphere by way of cavities 2I3 and ports 2M to thereby provide for operation of the engine at idling speed when the respective couplings 3 and 4 are ineffective. However in the fill position (Fig. 15) of the clutch control devices I26 and I27, the speed control pipe 2I8 is opened through cavities 225 in the rotary valves ZIE! to pipes II 'I and IIS connected to the speed regulating devices H3 and H6, respectively. It will thus be seen that when the clutch control valve device I26 is in fill position rendering the coupling 3 effective, the speed regulating device H3 associated with engine I is connected to the speed control device I24 in the control stand whereby the speed of said engine may be regulated by operation of lever 220. Similarly, when clutch control device I21 is in its fill position rendering coupling 4 effective, the speed regulating device IIB associated with engine 2 is connected to the speed control, device I24 at the control stand whereby the speed of said engine may also be regulated by operation of lever 220. With both clutch control valve devices I26 and I2! in their fill position, it will be apparent that the speed regulating devices H3 and H6 at both engines I and 2 will respond to operation of lever 22!] whereby the speed of both engines may be adjusted in unison.

It will now be seen that the speed or power output of engines I and/or 2 is capable of control by the single speed regulating device I24 only when the clutch control valve devices I26 and I2! are in their fill positions, shown in Fig. 15, rendering the couplings 3 and/or 4 effective. When either or both clutch control devices is in the dump position (Fig. 1A), rendering coupling 3 or coupling 4 inefieetive, the speed regulating device H3 or I I6 of engines I or 2, respectively, is disconnected from the speed control pipe 2I8 to provide for operation of the engine at idling sped. Either or both of the couplings 3 or 4 may be thus rendered efiective or ineffective and the engine or engines can be accelerated only when the respective coupling is effective.

The Vernier control device I25 may be identical to the speed regulating device'l24 except displacement of the plunger therein (not shown) may be controlled by a hand wheel 226 to vary pressure of fluid in pipe H5 connected to the speed regulating device II3 of engine I and which pipe is also connected to the Vernier control device I25. While not pertinent to the invention, it will thus be seen that after adjustment of the regulating devices I I3 and I It on both engines by operation of the speed control lever 220 to provide for opemerges" eration ofboth engines. at approximately the same speed or power output, the speed or power-:output of -.engine :I may be brought intozexactsynchronism with :that of engine 2 by suitablezadjustment of :the 'vernier control valve device 125.

It will ;I10W be seen that in accordance with the adjustment of the selector valve device A 23,.either of the engines I or. 2 may be'independentlyzstarted andrun in eitherdirection-while theother engine remains stopped, or both engines may :be. simultaneously started and run in either and the-same direction, .by suitable operationof the :maneuvering control lever I55. Regardless of the engine onengines operating, it will also be noted -that the brake control valve device lB-l causes operation of the brakes .2 5 to .holdthe propeller shaft l I against rotation while the enginesare; stopped, while they vare being decelerated "for reversal and then subsequently started and provides iorrotation of the :propeller shaftonlyafter the engine or engines have been started and (the maneuvering-control lever 155 has been moved "to either Run position in which it will be carried :while the engine or engines are operating, The clutch control valve device 126 renders :couplingcil for engine .1 effective when said engine is operating and ineffective at .allother times, and also provides for acceleration of said engine only when coupling '3 is effective and :thus prevents acceleration of said engine when its coupling is .ineffective, In a likemannervthe clutch controlrdevice t2! provides :the same control .of coupling 4 forenginei andof the speed of said engine.

If when eitheriengine is runningor :when both engines are running in the :same directiomthe operator desires :to reverse same, he moves the maneuvering control lever :l155-0ut of the Run" position which .it may be in; to the Start ;po sition at the opposite side of Stop position, and this movement causes operationof thebrakes '25 :to brake the propeller shaft H and through automatically :released to thereby provide fordriving -of the shaft H and propeller by the engine orengines which was reversed.

If one engine is driving the propeller shaft ll and the other is stopped and it isldes'ired to start the other engine and connect it also to the :propeller shaft to drive same, the operator will turn the selector rotary valve 116 to the position shown in Fig. for thereby openingxpipes= 98aand1 99a or pipes 98 and .99 topipes 'l l81and 1'50, respectively, to thereby cause operation of the ahead or 'astern motor 6'1..or68 associated with engine I or 2, which is to be started, to cause movement of the maneuvering gear shaft :50 of said engine to the Run position corresponding to the sposition of the maneuvering control lever :l55. With certain engines the coupling control device 1:26

stance :manually by pparation :oi lever :54 in the engine-110cm or it :may :be-efi ectedabythe pllot'by movinglever 45.5 from the Runvposition which it may be in :to ithe aadiacentfistart positiomand then allowing ithe lever .455 {to .automatioallytreturn to said .-Run" osition.

i In 'case :the maneuvering shaft :53) iofatheene nezbeing started is moved :to its fitarthtposi tion by glever :54 such movement is opposed }by springiBFl :in {either :the :a-head motor 5.1m .astern motor :58 :of the urespectiveangine :and "zupimmelease of :manual force ;on lever T54 vafter the englue is started .said spring will automatically-return :lever :54 -;and thereby the maneuvering igea-r shaft. 51! :to, its adliacent ".-Run:ppsition.

After the engine being cutsin zisstantedas ,iust described, the "respective lnlutph :contrpl waive devicei 1:216 tor M1 ,is moved itouits :fill to thereby :render the respective ;coupling :-3 on"! {er-- fective and to at the :same :time :connect themespective speed =regnlating tdevioe :ms or -1I.l3: to

the'speed control device M4 \whereby the speed of :the newly started engine will ibe brought :up to "that of the I engine :previously :operating.

if :both :engines :I and :2 are operating :to :drive the propeller .shaft 2M .and rthapilot desires to stop eithergengine,;he1moves :the selector rotary valve 1:16 to the :position shown :in -either*JE'ig. 1A or 9, dependent :uponzthe engine awhich 1 he desires, :to :stop, for :there'by. causingrmovem'erit 0f the respective maneuvering gear shaft 2502120 Stop position :for.=stopping the {engine "llhe' pilot will also turn alever M2 lot the clutch [control device 1.26101- :Mfl, dependent aupon .the engine which :he is stopping, Ito its dumpiposition l'shdwin in Fig. 11A for :thereby rendering rtheacoupling za or 4 of said engine .inefiective :and :toiat ithe-same may draw :its supply through a pipeim connector 1 21 may :thenbe-moved to the .fill position to 1 ed to an oil'sump nots-shown) landvmayibeioperated by an electric motor 233. According'itn the' invention the lubricant interlockwa-lve :device 1 40 is connected for control to the ;lubricant supply pip :23] leading to the reduction gear.

A shown in T16 rthe oi-1 interlockwalvexdevice l lll :may for the purpose of illustration -.comprise a casing having -a bore in which is .slidably mounted a plunger 234 having sat .one side :a chamber 235' connected Ito .pipe 191 deading :to the double check walve device 2| iandfhavingxat the opposite side'a chamber 236 which is open to atmosphere throughia :port '231. Disposed in the casing around and mavingssealing slidingrcontact with the v-peripherarsurface sof plungerm is a sealing ring .238 for preventing Ileakagezoi fluid under pressure from chamber :235' past :sid'd plunger to chamber itli.

"the plunger haste chamber :239 open through one or *miore zpassages 240 to .lchamber 236anc1 :containing :a :poppet valve 214d :having a fluted stem 124.2 extending thro i hla suitable axia1 bore in the end .oisaid iplunger into chamber 235. l The plunger?! is provided a imd Stem 24 2 within chamber 239 with-Ia seat .=for.ngagementiby the valve 12M :and aspring 3M3 .inrcham ber 239 acts on the valve 24] for urging sanieitowhich may "be carried :on'ithe end of waive stem 2421- to} control communication between chamber-235 and a passage 245 which is open to the fluid pressure supply pipe 29. The pressure of spring 243 on valve 24! is sufiicient to hold valve 244 seated against pressure of fluidin passage 245. Unseating of valve 244 may occur only upon movement of plunger 234 into contact with valve 24! and'then further movement of said plunger and of valve 24! in the direction away from valve 2441A stem 24'! secured at one end to plunger 234 and. extending into chamber 236 has at the opposite end a follower 248 engaging one side a flexible diaphragm 249. The diaphragm has at theopposite side-a chamber 259 open to the reduction gear lubrication supply pipe 23!. A spring 25! in chamber 236 act on the diaphragm 249 with a chosen degree of pressure.

When the pressure of lubricant supplied to the reduction gear I through pipe 23! .and thereby effective in chamber250 on diaphragm 249 exceeds a certain low degree, the spring 25! allows deflection of the diaphragm 249 in the direction of the right-hand as viewed in the drawings. This'movement shifts sleeve 234 in the same direction due to which spring 243 acting on valve 24! to hold said valve seated urges said valve and the valve 244 in the direction of the right-hand until valve 244 i seated as shown in the drawings. Continued movement of plunger 234 by diaphragm 249 then moves said plunger away from the valve 24! for opening communication between pipe I94 and chamber 239 within the plunger so as to connect said pipe to the at mos'phere past the valve 24!. Deflection of the diaphragm 249 by pressure of lubricant in chamber 259 may be limited to opening of the valve 24!: as just described by engagement between a flange 252 provided on the follower 248 and the casing. It will be noted that during the operation just described that valve 244 is seated before unseating-of valve 24! 'to thereby prevent loss of fluid under pressure from pipe 29 to the atmosphere. I

becomes reduced to. below the chosen degree above mentioned, and as determined by the pressureof spring 25! on the diaphragm 249,-said spring will deflect said diaphragm and cause movement of plunger 234 in the direction of the left-hand. This movement of plunger 234 is relative to valve 24! until it seats against same during which movement valve 244 i maintained seated I by spring 243. After the plunger 234 moves into contact with valve 24! further movement thereof with diaphragm 249 in the direction of chamber 250 then pulls-the valve 244 away from its seat to thereby allow fluid under pressure from supply pipe 29 to flow to pipe I94. The pressure of fluid thus supplied to pipe I94 flows to the double check valve device I93 where it-acts to shift the double check valve I95 to the position opposite that shown in the drawings. Fluid pressure then flows from pipe I94 to pipe 28. and thence to the relay valve device 2'! and effects operation thereof to apply the brakes 25 to the reductiongear I0 for stopping rotation of the parts of saidgear and thereby of shaft II.- At the same'time fluid under pressure supplied to pipe I94 also flows to 'a'double check valve device 253, and through same to a pipe 259 which leadsto the twoclutch control valve devices I26 and I2!. .7

Associated with each of the clutch control valve devices is a'cylinder 254- containing a piston 255 seldom if ever operate.

which atone side has a 'stem'256 connected by a link 25! to an arm 258 (Fig; 7) associated with the clutch control'valve' device' operating lever 2I2. The piston'2'55 ineach of the'cylinders254 from the fill position to the dump position, in

case it already is not in dump position as in case the respective engine might not be operative.

It'will thus be seen that if the pressure of lubricant supplied through pipe 23! for lubricating'the reduction gear IIJ becomes reduced to a chosen low degree, below which it is not desired that the reduction gear be operated, the interlock valve device I40 will operate to cause operation of pistons 255 to move both clutch control devices I26 and I2! to their dump position to render both couplings 3 and 4 ineffective so as to disconnect the engines from the reduction gear and at the same time to cause operation of the brakes 25 to stop operation of the reduction gear. It will also be noted that upon such operation of the clutch control devices I26 and I2! the speed of the two engines will also be reduced to idling in case of previously operating at a greater speed. When the pressure of lubricant supplied to the reduction gear II! is at a safe chosen degree, the interlock valve device I49 will occupy the position shown in the drawings for opening pipe I94 to atmosphere to provide for a release of brakes 25 and a release of fluid under pressure from cylinders 254 associated with the two clutch control devices I26 and I 2'! in order that such devices may be manually operated to render the respective couplings 3 and 4 effective when so desired.

. Pipe 45 connected to the turning gear interlock valve device 38 is also connected to the double check valve device 253 so that when the turning'gear interlock valve device is operated upon manual movement of lever 32 to the position formeshing gears 9 and 30 fluid supplied to pipe 45 by said interlock valve device will flow to pipe 259 and thence to the two clutch interlock valve devices I26 and I2! for effecting automatic operation thereof to their dump positions to thereby renderboth couplings 3 and 4 inefiective for disconnecting the engines from the reduction gear duringthe manual operation of the reduction gear for'inspection purposes above described.

- The lubricant interlock valve device I49 is a protection device, as will be apparent, and it will Likewise, the interlock valve device 38 associated with the reduction gear I!) will be operated only at infrequent intervals. It will thus be seen that fluid under pressure will seldom be supplied to chambers 258 to cause movement of pistons 255 associated with the two clutch control valve devices I26 and I 21. Such infrequent operation of pistons 255 i the clutch interlock valve. devices would not maintain the walls of the cylinders 254 in which the pistons operate properly lubricated and the pistons might become seized or rendered inoperative in a position' in the cylinders adjacent the fluid pressure inlet pipes 259; To prevent such from occurring and to-maintain the walls of the cylinders 254 engaged by the pistons lubricated and'to maintain spec ous the :pistons :proper :working 1 condition :the .con-

nections :between ;same and the :clutch' operating levers i212 are such thateach time saidzlevers are moved manually rfrom one position .to :the :other the pistons are caused rtO reciprocate=inctheire-cyle inders.

Summary It will now be seen that .thecontrol system provides for starting, running, stopping and reversing of two en ines either individually or in unison. If'both engines are .Qperating in either and the same dir ction, either ay' istopp d at will, whilein case only one of the engines is operating the other may at will be started .and caused to operate in unison with the previously operating engine. The brakes are provided for causing rapid deceleration of the engine or engines when it is desired toreverse same and for holding the propeller shaft and reduction gear against rotation until the engine r engines are stoppedand thenstarted in the reverse direction, the brakes 'beingreleased only'in positions of :the maneuvering control ,lever providing forrunning of the engines. The speed of the engines may also be icontrolledeither individually or in unison according to whether one or both are Operating. 'Ifhe couplings for connecting the engines to the reduction gearmay be rendered either effective ,or ineffective at willand when inefiective the speed of the [engine or engines is automatically reduced to idling. The engines can be accelerated only when therespective couplings are eifective. "The reduction ,gear is of the type having pressure lubricated bearings and means are provided responsive to the pressure of lubricant supplied to said bearings for automatically rendering the couplings of ,both engine ineffective and for at the same time causing Q ration of the brakes to ,stop rotation of the gears finthe reduction gear in case the pressure of the lubricant ;be comes reduced toa dange o sly low de r e- Als ssociated with the reduction gear is what is called .a turninggear, which provides for manual turning of the gears therein for visual inspection and an interlock valve device is associated with the turning gear for automatically rendering the couplings ineffective when the turning gear is being manuallyoperated.

Having .now described my invention, what I claim .as new and desire to secure by Letters Patent is:

ting :power rfrom said prime :mover and rendered effective upon supply .of fluid under pressure to one pipe and ineffective upon supply of fluid under pressure to a :second pipe, :manually .controlled valve means having one position forsupplying fluid under pressure to said one :pipe and asecond positionfor supplying fluid .under pressureto said second :pipe, interlock means responsive :to pressure ,of lubricant in said lubricating system and operable ,upon a reduction in such pressure to-a chosen 10w degree to eiTect movement :of said-valve means to its second position and :providing :for movement of said valve device manually to either position when the pressure in said lubricating system exceeds said :low degree.

"3. "The combination :with :a propulsion system including .a prime mover and a pressure Ilubrieating system, of coupling means for transmitting power from said prime mover, braking means for :braking said propulsion system, interlock meansaresponsive to pressure-of lubricant in said lubricatingsystemand means controlled by said interlock means operable :upon operation of said interlock means in response to a reduction in such pressure to a chosen low degree to'render said coupling-means inefiective and to also effect operation of said braking means to brake said system.

4. The combination with a propulsion system including a prime mover and a pressure "lubricating system, of speed regulating means adjustable to vary the speed or power output :of said prime mover, manually operable means for 'controlling adjustment of said speed regulating means, coupling means for connecting said prime mover to a member to be driven, interlock means responsive to pressure of lubricant .in said lubricating system, and means controlled :by said interlock means operable aupon response of said interlock means to a reduction in the pressure of lubricant to a chosen low degree to eifect operation of said speed regulating means toreduce the speed of said prime mover and to also "effect operation of said coupling means to disconnect said'prime mover from said member.

5. The combination :with a propulsion system including a prime mover and a pressure lubricating system, of speed regulating means ad- 1. The combination with a propulsion system including a prime mover and a pressure lubrieating system, of speed regulating means adjustable by fluid under pressure to vary the speed or power output ,of said prime mover in proportion to the pressure of such fluid, manually operable means for varying the pressure of fluidfor controlling said speed regulating means, a device having one position for opening a fluid control communication between said manually operable means and speed regulating means and a second p sition for closing said communication and for releasing fluid under pressure from said speed regulating means, and interlock means responsive to pressure of ,lubricant insaid system and perable upona reduction in the'lubricant pressure towa chosen .low degree for moving said device to said second position. and providing for movement of said device to saidone position when the pressure of lubricant in said system exceeds .said certain degree.

,2. The combination with a propulsion system including a prime ,moverand a pressure lubrieating system, of coupling means for transmitjustable :by fluid under pressure to vary the "speed or power output of said prime mover in proportion-to-the pressure of such fluid, manually operable means for varying the :pressure of'fluid :on said speed regulating means, a manually movable device having :one position for opening a fluid control communication between said manually operable means and speed regulating means and a second position for closing said communication and for releasing fluid under pressure from said speed regulating means, coupling meansoperable upon supply of fluid under pressure to one pipe to connect said prime mover to a member to be driven and upon supply of fluid-under pressure to a second pipe to disconnect said'prime mover from said member, said device in said one position being operable to supply fluid under pressureto said one pipeand in said second position being operable to supply fluid under pressure to said second pipe, interlock means responsive topressure of lubricant in said lubricating system, and means controlled by said interlock means operable upon response of said interlock meansto a chosen -low lubricant pressure to effect movement of said device to said second position, and operable upon 'response of--said interlock justable to vary the speed or power output of said prime mover, manual means for controlling the adjustment of. said speed regulating means, braking means for said propulsion system, interlock means responsive to pressure of lubricant in said lubricating system, means controlled by said interlock means operable upon response ofsaid interlock means to a chosen low pressure of lubricant to effect operation of said speed regulating means to reduce the speed of said prime mover to idling and to also render said braking means effective, the last named means being operable upon response of said interlock means to pressure of lubricant exceeding said chosen low degree to provide for control of said speed regulating means by said manual means and to render said braking means inefiective.

'7. The combination with. a propulsion system including a prime mover and a pressure lubricating system, of speed regulating means adjustable to vary the speed or power outputof said prime mover, coupling means for connecting said prime mover to a member to be driven, a brake for said propulsion system, interlock means responsive to pressure of lubricant in said lubricating system, means controlled by said interlock means operable upon response of said interlock means to a reduction in the pressure of lubricant to a chosen low degree to effect operation of said ,sponse to pressure of lubricant above said chosen low degree to render said regulating means adjustable to accelerate said prime mover, to render said coupling means efiective'and to render said braking means ineffective.

8. The combination with a propulsion system including a prime mover and a pressure lubricating system,o1' coupling means for connecting said prime mover to a member to be driven, a manual control device for controlling said coupling means comprising a lever having one position for rendering said coupling means effective and a second position for rendering said coupling means ineflective, a movable abutment operable to move said lever from said one position to said second position when subject to fluid pressure and providing for manual movement, of said lever to either position when not subject to fluid pressure, interlock means responsive to pressure of lubricant in said lubricating system, and means controlled by said interlock means operable upon response of said interlock means to a reduction in lubricant pressure to a chosen low degree to supply fluid under pressure to said abutment to actuate same and operable upon response of said interlock means to pressure of lubricant exceeding said chosen low degree to release fluid under pressure from said abutment. v

9. The combination with a propulsion system including a prime mover and a pressure lubricating system, of coupling means for connecting said prime mover to a member to be driven, a manual control device for controlling said coupling means comprising a lever having one position for ren- V dering said coupling means efiective and a second position for rendering said coupling means ineffective,'a movable abutment operable to move said lever from said one position to said second position. when subject to fluid pressure and providing for manual movement of said lever to either position when not subject to fluid pressure, interlock means responsive to pressure of lubricant in said lubricating system, means controlled by said interlock means operable upon response of said interlock means to a reduction in lubricant pressure to a chosen low degree to supply fluid under pressure to said abutment to actuate same and operable upon response of said interlock means to pressure of lubricant exceeding said chosen ,low degree to release fiuid under pressure from said abutment, and means connecting said abutment and lever providing for movement of said abutment by said lever upon movement of said lever to both of its positions.

10. The combination with a propulsion system including a prime mover anda pressure lubricating system, of speed regulating means adjustable by fluid under pressure to vary the speed or power output of said prime mover in proportion to the ressure of such fluid and to provide for operation of said prime mover at chosen low speed when not subjectto pressure of fluid, manually operable means for controlling the pressure of fluid on said speed regulating means, coupling means for connecting and disconnecting said prime mover to and from a member to be driven and operable upon supply of ,fluid under pressure to one pipe to connect said prime mover to said member and upon supply of fluid under pressure to a second pipe to disconnect said prime mover from said member, a control device comprising a manually operable lever having one position for supplyingfluid under pressure to said one pipe and another position for supplying fluid under pressure to said other pipe, said devicealso controlling communication between said speed regulating means and manually operable means and opening said communication in said one position and in said second position closing said communication and releasing fluid under pressure from said speed regulating means, a piston associated with said lever arranged to be operated by fluid under pressure to move said lever from said one position to said second position and providing for manual movement of said lever to either position when not subject to fluid pressure, interlock means responsive to pressure of lubricant in said lubricating system, and means controlled by said interlock means operable upon response of said interlock means to a reduction in lubricant .pressure to a chosen low degree to supply fluid under pressure to said piston to effect operation thereof andoperable when the pressure of lubricant exceeds said chosen low degree to release fluid under pressure from said piston to provide for manual movement of said lever to either position.

11. The combination with a propulsion system including a prime mover and a pressure lubricating system, of braking means for braking said coupling control means for rendering said coupling means either effective or ineffective, interlock means responsive to pressure of lubricant in said lubricating system and operable upon a reduction in pressure in said lubricating system to a chosen low degree for rendering said braking means effective and operable when such pressure exceeds said chosen low degree to provide for control of said braking means by said brake control means, said interlock means being also operative upon a reduction in lubricant pressure to said chosen low degree to effect operation of said manually operable coupling control means to render said coupling means ineffective and operable when the lubricant pressure exceeds said chosen low degree to provide for control of said coupling means by said manually operative coupling control means.

12. The combination with a propulsion system including a prime mover, a pressure lubricating system, and coupling means for transmitting power from said prime mover to drive a member to be driven, of a manual control device having one position for rendering said coupling means effective and a second position for rendering said coupling means inefiective, lubricant interlock means responsive to pressure of lubricant in said lubricating system and operable upon a reduction in such pressure to a chosen low degree to efiect movement of said manual control device to said second position and providing for manual movement of said control device to either position when the pressure of lubricant in the system exceeds said chosen low degree, manually operable turning means associated with said member to be driven having a turning condition to provide for manual turning of said member, interlock means associated with said manually operable turning means operable upon said turning conditioning thereof to efiect movement of said manual control device to said second position and operable when out of such turning condition to provide for manual movement of said manual control device to either of its positions, and means operable to render said lubricant interlock means efiective to effect operation of said manual control device when the manually operable turning means is out of its turning condition and to render said manually operable turning means effective to efiect operation of said manual control device when the pressure of lubricant in said lubricating system exceeds said low degree.

13. The combination with a propulsion system including a prime mover, a pressure lubricating system, and coupling means for transmitting power from said prime mover to drive a member to be driven, of a manual control device having one position for rendering said coupling means effective and a second position for rendering said coupling means inefiective, lubricant interlock means responsive to pressure of lubricant in said lubricating system and operable upon a reduction in such pressure to a chosen low degree to effect movement of said manual control device to said second position and providing for manual movement of said control device to either position when the pressure of lubricant in the system exceeds said chosen low degree, manually operable turning means associated with said member to be driven having a turning condition to provide for manual turning of said member, interlock means associated with said manually operable turning means operable upon said turning conditioning thereof to effect movement of said manual control device to said second position and operable when out of such turning condition to provide for manual movement of said manual control device to either of its positions, means operable to render said lubricant interlock means efiective to efiect operation of said manual control device when the manually operable turning means is out of its turning condition and to render said manually operable turning means effective to efiect operation of said manual control device when the pressure of lubricant in said lubricating system exceeds said low degree, manually operable means for controlling the speed of said prime mover, said manual control device in said one position providing for control of speed of said prime mover by said manually operable means and in its second position rendering said manually operable means ineffective to control the speed of said prime mover and providing for reducing such speed to idling.

14. The combination with a propulsion system including a prime mover, a pressure lubricating system, and coupling means for transmitting power from said prime mover to drive a member to be driven, of a manual control device having one position for rendering said coupling means efiective and a second position for rendering said coupling means ineffective, lubricant interlock means responsive to pressure of lubricant in said lubricating system and operable upon a reduction in such pressure to a chosen low degree to efiect movement of said manual control device to said second position and providing for manual movement of said control device to either position when the pressure of lubricant in the system exceeds said chosen low degree, manually operable turning means associated with said member to be driven having a turning condition to provide for manual turning of said member, interlock means associated with said manually operable turning means operable upon said turning conditioning thereof to efiect movement of said manual control device to said second position and operable when out of such turning condition to provide for manual movement of said manual control device to ither of its positions, means operable to render said lubricant interlock means efiective to efiect operation of said manual control device when the manually operable turning means is out of its turning condition and to render said manually operable turning means eifective to effect operation of said manual control device when the pressure of lubricant in said lubricating system exceeds said low degree, manually operable means for controlling the speed of said prime mover, said manual control device in said one position providing for control of speed of said prime mover by said manually operable means and in its second position rendering said manually operable means ineffective to control the speed of said prime mover and providing for reducing such speed to idling, braking means for braking said member, said lubricant interlock means being also operable upon the reduction in pressure of lubricant to said chosen low degree to effect operation of said braking means to brake said member and when the ressure of lubricant exceeds said low chosen degree to render said braking means inefi'ective, manually controlled means for also controlling the operation of said braking means, and means selectively operable to render either said lubricant interlock means or manually controlled means effective to control the operation of said braking means with the other conditioned to render the said braking means ineffective.

ARTHUR G. LARSON. 

